Manufacture of clutches for engine starters and product thereof



Aug. 21, 1956 G. w. LEWIS 4 MANUFACTURE OF CLUTCHES FOR ENGINE STARTERS AND PRODUCT THEREOF I Original Filed May 12, 1948 2 Sheets-Sheet 1 IN VEN TOR.

George 14 Lew/s ATTORNEYS Aug. 21, 1956 G. w. LEWIS 2,759,364

MANUFACTURE OF CLUTCHES FOR ENGINE STARTERS AND PRODUCT THEREOF Original Filed May 12, 1948 2 SheetsSheet 2 N M F 1 4K INVENTOR. Georye W Lew/s ATTMZNE'YJ 152 M ai/ United States Patent MANUFACTURE OF CLUTCHES FOR ENGINE STARTERS AND PRODUCT THEREOF Divided and this application November 18, 1950, Serial No. 196,501

7 Claims. (Cl. 74-6) This invention relates to apparatus for starting engines and particularly to the manufacture of clutches for a starting system arranged to render ineffective any driving relation with the engine the instant the engine becomes self-operative, and is a division of my application Serial No. 26,576, filed May 12, 1948, now Patent No. 2,562,196.

It has been the practice heretofore in the manufacture of overrunning clutches to make the clutch shell and drive sleeve in one piece or in two pieces held together by brazing. The one piece construction is not only expensive but does not lend readily to mass production due to excessive cost and the complexity of its manufacture.

The brazed construction of overrunning clutches changes the physical properties of the original material on account of the heat of the brazing operation and produces an assembly lacking uniformity and one in which additional operations are required to reestablish the original properties of the material as well as to insure the proper concentricity of the component parts.

It is an object of the present invention to overcome the constructional drawbacks hereinbefore pointed out by providing a drive sleeve and clutch shell in two pieces, mechanically interconnected, securing thereby a more uniform product, produced more economically and wherein their original physical properties are not materially changed by the manufacturing process.

Another object of the invention resides in a method and means for securing component parts of a clutch in fixed relation without brazing, whereby the original physical properties of the material are not impaired by a brazing operation and no heat treatment is required to reestablish their original properties.

A further object of the invention resides in providing an overrunning clutch in which ample space is provided for lubricating means and wherein the coaction of the parts during normal operation prevents leakage of the lubricating means.

A still further object of the invention is to provide an arrangement of a combination of parts for an overrunning clutch which permits their assembly as a oneway clutch for clock or counter-clockwise rotation.

Other objects and advantages of this invention relating to the arrangement, operation and function of the related elements of the structure, to various details of construction, to combinations of parts and to economies of manufacture, will be apparent to those skilled in the art upon consideration of the following description and appended claims, reference being had to the accompanying drawings forming a part of this specification wherein like reference characters designate corresponding parts in the several views.

Referring to the drawings:

Fig. I is an elevational view with portions broken away and in section illustrating an engine starting apparatus embodying the invention;

Fig. II is a longitudinal sectional view of the overrunning clutch of the invention;

2,759,354 Patented Aug. 21, 1956 Fig. III is a transverse sectional view on line IIIIII of Fig. II looking in the direction of the arrows;

Fig. IV is an end view of the clutch looking in the direction of the arrows of Fig. II;

Fig. V is an expanded view showing the component parts of the separable wedging units of the clutch of the invention in disassembled position;

Fig. VI is a sectional view illustrating the clutch shell and drive sleeve in their assembled position;

Fig. VII is a perspective view illustrating the drive sleeve of the overrunning clutch of the invention;

Fig. VIII is a sectional view on line VIII-VIII of Fig. IX illustrating the clutch shell prior to its interconnection with the drive sleeve; and

Fig. IX is an end view of the clutch shell looking in the direction of the arrows IX-IX of Fig. VIII.

The invention may be incorporated in any type of engine starting apparatus and for a practical application of its principles, I have elected to illustrate the same as embodied in an electric starter drive for automotive engines. However, it is to be understood that I do not wish to limit the invention to the particular form shown and that I contemplate its use with any suitable prime mover and Whenever the invention may be found to be of utility.

Referring to the drawings in which is illustrated an application of the principles of the invention to starting apparatus for engines using .a suitable electric motor as a source of power for operating the starting drive of the invention in Fig. I the prime mover is shown as an electric motor 10 having field and armature connected in series. The starting motor 10 comprises a field frame 12 supporting by screws 13 the pole pieces (not shown) and housing the field windings 14 and armature 16. One end of the field circuit is connected to an insulated brush 17 bearing on the commutator 18. The insulated brush 17 is supported on the end plate 20 which is detachably secured to the motor frame 12 by suitable screws 21. The end plate 20 also houses a bearing 23 adapted to rotatably support at one end the motor or power shaft 25. The other motor brush (not shown) is grounded providing a ground return .to the electrical source which may be a storage battery or other suitable source of current.

The non-grounded terminal of the suitable source of current is connected with the switch terminal 26 carried by a case 27 mounted on top of the motor frame 12. The case 27 covers an insulated stud 28 passing through the field frame 12, being removably secured thereto by nut 29 and to which is connected as at 30 the other terminal of the motor field circuit constituting the ungrounded motor terminal.

The electrical circuit for the energization of the motor or prime mover is controlled by a movable rod or plunger 32 supported on the switch case 27 insulatingly carrying a movable switch member engageable with a contact connected with terminal 26 and with another contact attached to insulated motor terminal 28. The movable switch member is maintained open by the action of a coil spring 34 located between the case 27 and a cap 35 attached to the end of the switch rod 32.

The plunger 32, which is located in the path of movement of the starter drive shifting lever 36 connected to a mechanism (not shown) under the control of the operator, is adapted to close the circuit of the motor when the lever is moved toward the left. The lever 36 is pivoted on a stub shaft 37 carried by the gear housing 38 which is detachably secured to the motor frame 12 by suitable means such as screws 39. The gear housing 38 is provided with suitable means for securing the starter apparatus of the invention adjacent to a member of the engine to be started such as the flywheel ring gear 40 areas-ea.

andhouses a bearing 42 adapted to rotatably support the outboard end of the power shaft 25.

The power shaft, which is shown as an extended motor shaft 25, is. formed: with a smooth reduced? section 43 adjacent to a section provided. with longitudinal splines serving as means to impart a'positive rotary movement to the starting means of the'invention permittinglongi-v tudinalg movement with respect thereto, so that'the'driving member or starting pinion 45 is moved. into and: out of;

meshing engagement with the engine gear 40; The shifting of the pinion 45into-and out ofme'sh with the engine gear 40 is effectedby't-he'movement of the lever-'36, whichlever'h'as 'its'lower'portion 46 straddling thestarterdrive proper and 'is prov-ided'Wit-h suitable projecting rollers in engagementWith the"spool shaped shifting collar of the starter drive asserhblyof the invention. The starting drive is in the form of an assembly which isreadily applicable to and 'detach able from the power shaft 25 comprising generally a drive sleeve connected to aclutch drivingTrrirh-ber, a pinion connected'to a' clutch driven member,; "ands'epa-r'a-ble wedging units assoeiatedwith the clutchmembers for establishing a driving couple'from the sleeve to the pinion.

The drivesleeve of t-he'starting 'unit, as shown in Fig. 1-1, is-i n the f'o'rrnof a tubular member 47" having an enlarged. section formed withinternal splines 48 for cooperative driving enga'gemen-t'with the -splines 44- of the power shaft and carries on its outer surface the ring-like flanged members 50 and 51- forming' the shifting collar 49 Whereby the starter drive is moved bythe lever 361 into and out'of'm'eshin'g engagement with the engine member. Thecollar- 49 is slidable along the sleeve againstthe eoil 'spr'ing- 53 which is normally in a state of compression betweenthe flanged member 51 and the clutch driving member or. shell 54 and acts to retain the collar 49 inthe 'position shown in Fig. II against a split ring 57 locatedin agroove 56' at the end ofthe sleeve 47-. The Idrivesleeve 47- and clutch driving member 54 are mechanically interconnected bya method and construetion hereinafter described indetail.

The over-running clutch driving member 54is preferablyof cup-shaped configuration and maybe considered" asthe housing or female clutch member comprising an upstanding wall 58 terminating into a horizontally disposed;- flange- 59 defining a recessed section having a c'ylihd'r'ical 'surfaceconstituting the outer clutch workingface 60. The upstanding wall 58 is formed with acentralbore 61 adap-ted'to be journaled on the shaft portion43 to insure'theconeentric relation of the face 60- with the axis of-the power shaft 25.

Located Within the recessed portion of the drivingmemher and radially spaced from thejclutch face60 forming anannular chamber "'62 is the cylindrical working face 63"of themale clutchor driven member. 'The'clutch face 63 is shown as a cylindricalannular member 64 fixedly secured to the hub ofthe pinion 45 but, ifdesired, may be an integral part thereof;

"The startejr pinion or engine driving member'45"'of the starter drive assembly has a central bore provided with a pair'of speed bearing bushings 65 sleeved on shaft section 43'for longitudinal and rotary movement with respect to the'power shaft unless clutched thereto by the overrunning clutch of the invention. The bearings 65' ofthe clutch driven member are in axial alignment with the bearings 61 of the clutch driving member, thus insuring the'concentricity and coaxial relationship between clutch working faces 60- and 63 and the power shaft 25.

Interposed between the clutch working faces 60 and 63 in the annular chamber 62 formed between the clutch members are positioned a plurality of freely 'movable wedging units which operate to establish the drivingcouple between the clutch members for the transmission of torque from the power shaft 25 to'the pinion 45. "In'the "form of the invent-ion, four separable wedging units" areshown and each comprise; see Fig. V, a'cammember or wedge bloch ny hc orm f ap r u ch. sh ,11 l p i s 72, the follower 75, and the clutch roller 80. Each Wedge block 66 has a cylindrical surface 67 concentric with the clutch face for frictional engagement therewith and is formed with an inner eccentric surface providing two camming zones 68 and 69 of different locking angles for the roller. The zone 68 provides a roller locking angle of approximately two degrees while the zone 69 provides a. higher locking angle, and is obtained in the formillus; trated' by upsetting a section of the wide end of the tapered shoe 66 without increasing its mass. The narrow end of each. block is reduced in width and is bent forming the inward projection, or abutment 70 with which isin engagement one end of the spring 72 having its other end; in engagement with the transverse wall 74 of the roller follower 75 The follower 75, as shown in Fig. V, is preferably made of sheet metal and comprises the parallel: sidewalls 76 connected by" a web or curved section 77. Thev web- 77 terminates at one end into a transverse wallv 74 wit'n. rearwardly extending ears 78 embracing the outer sur-- face-of the walls 76 while its other end is formed as a bent ear or spacer 79 contracting the inner surface-of each of the walls 76- insuring their parallel relationship. This construction providesarigid, hollow member of channel shaped cross section adapted to accommodate the camabutment 70 and the spring 72. The spring 72' is retained withinthe follower 75 in compression to its. Working length, so that the clutch roller 80- is resilientlyurged toward the wide end of the clutch shoes 66 whereby the wedge block 65 and the roller 80 are normally in contacting' engagement with the cylindrical clutch workingraces "60 and 63 respectively of the clutch driving and. driven members. The clutch roller 80 is made of hardened steel and is of cylindrical configuration and is of a width corresponding to that of the clutch shoes 66 and: transverse wall 74' of'the followers 75- and terminates into parallel walls 82.

As shownin Fig. 11-, the fourseparable clutch Wedging unitsare located between the steel discs or washers 84 and 85; The washer 84 contacts the wall 58 of the driving inember, while the washer 85 is located adjacent to the lock ring segments 86 and 87. The washer 85' and ring segments each have their outer periphery in the annular recess 88 0f the clutch driving member and the- 'inner periphery of the segments is receivedin the groove-890i the clutch driven member 64, while that of v washer 85' permits the free passage of said member.

The washer 85 and lockingring segments are retained in position :by' swedging or ring-staking the end of the recessed section'88', as at 90, so that the driving. and driven members of the clutch. are held longitudinally in. fixed cooperative working relation.

It should be noted that by the arrangement and' relationship of the we'dging units. with respect to. the clutch working surfaces 60'and 62 anrample space is provided for retaininga suitable lubricant to last throughout the life of the clutch. "In addition, the relationship: of the flat washers 84 and 85 and locking ring segments: 86 and 87, associated with a sealing gasket Q2, provides means for avoiding leakage of the lubricant under normal conditions.- of operation of the clutch. The fiat washers 84; and '85; also. serve as, wear-absorbing means for; taking any: sliding action; relative to the clutch members of the wedging units at the'beg inning and ending of the one-way tonque-transmitting cycle. Moreover, the constructionfofi the follower 75 is such that the same is retained without overhang and, due to its width, the roller is guided in a square path without can't or tilt avoiding the possibility of detrimental contact of the walls 82 of the roller with eitherof'the metal washers 84 or 85. This assembly makespo'ssible the successful use for the clutch housing 54 and locking se'gments 86 'and- 87ofrjelamay inexpensive material'of lowerstrength andhardness than have previously been 'foundpracticable.

The wedging units, as shown in FigV, can be assembled within the annular chamber 62 between the clutch working surfaces 60 and 63 for a one-way torque transmission in either a clock or counter-clockwise rotation. In Fig. III, the wedging units, each inclusive of cam 66, spring 72 and roller 80, are shown as assembled for a one-way clutch-transmitting torque in a clockwise rotation. However, changing their relationship, so that narrowing ends of the tapered section are directed in opposition to the arrow, a clutch can be produced to transmit a one-way torque in a counter-clockwise direction.

It should be noted that each of the coil springs 72 of the separable wedging units is assembled in the follower 75 in compression to its working length causing the cam shoe 66 and cooperating roller 80 to have an excitation load to effect the transmission of torque when the driving member rotates relative to or turns faster than the driven member of the clutch. In addition, the oil or lubricant in chamber 62 is distributed forming an oil film on clutch working parts and that the excitation load is not sufficient to prevent the maintenance or the accumulation of the oil film between the clutch working face 69 and the surface 67 of each cam member 66. However, as soon as the driving member rotates relative to or turns faster than the driven member 54, a radial load on the clutch faces 60 and 63 is effected by the wedging action of the separable units caused by movement of the roller towards the wide end of the cam member 66. This radial load or wedging action causes the oil film to be squeezed or pushed out before frictional driving engage,

ment takes place between the clutch surface 60 with the surface 67 of separable units as well as of the roller 80 with the camming zone 68 of the wedge block and with the clutch working surface 63 of the driven member. During the short interval of time that the oil filrn is being pushed out, slipping or sliding of the wedging units with respect to the clutch working faces 60 and 63 occurs and the oil film acts as a cushion, damping out and thereby reducing the shock and stresses normally present when the load is taken up by the clutch at the initiation of the engine starting cycle.

I secure several novel advantages by the inclusion of camming means provided with roller locking angles of different values such as the zones 68 and 69 whereby the roller locking angle increases as the torque load is increased. This arrangement prevents the roller load on the working parts of the overrunning clutch from increasing to a destructive point under heavy loads or overloads,

thereby avoiding localized fatigue as well as destructive deformation which occurs in most conventional clutches. The cam zone 68 produces a greater roller load for a given torque than the cam zone 69 and thereby is very effective for penetrating or squeezing out the grease or lubricant film at the initiation of the torque transmission, particularly in cold weather. The cam zone 69, having a higher roller locking angle which produces a lower roller load for a given torque than zone 68, is very effective under heavy loads, as the zone 69 becomes effective when, due to stresses of a heavy load, the roller 80 climbs from the cam zone 68 into contact with the cam zone 69.- T he cam zone 69 then locks the roller without increasing the roller load and thereby the stresses are kept from rising. This prevents the stresses from exceeding the elastic limits of the housing and other parts. In addition, when the roller 80 is wedged by zone 69, due to heavy loads, this zone limits the torque overload which may be transmitted by the clutch and permits momentary slipping without injury, thus preventing the destruction or permanent deformation of the clutch under heavy loads.

It can be seen that by the arrangement of the invention any deflection that may take place will not be localized over the same small area as it will be taken up by the cam shoe 66. Moreover, the deflection and stresses are stopped from exceeding the elastic limits of the clutch 6 working parts, particularly the working face of the shell member or housing 54.

On the other hand, by the arrangement of the clutch of the invention, undue wear is prevented when overrunning of the clutch takes place because of very effective lubrication of the parts subjected to sliding contact is provided. This effective lubrication is secured because, during the overrunning, the centrifugal force set up in the lubricant has a tendency to carry the oil away from the center toward the outside, thus providing satisfactory lubrication to the clutch working parts and insuring an oil film between the clutch working face and the surface 67 of the cam members where sliding contact occurs. The clutch working face 60 and surface 67 are subject to sliding contact because, when the driven member of the clutch or pinion 45 turns at a faster speed than the driving member 54, the wedge block 66 tends to move and its roller moves toward its narrow section, thus reducing the radial load, and slippage between the working surface 60 of the driving member and surface 67 of the wedge block takes place providing free overrun between the driving and driven members of the clutch. During overrunning, the rollers are not called upon to rapidly rotate or are subjected to detrimental sliding friction because the contact pressure of the roller with the clutch driven member is relieved and sliding friction takesplace between the cam members and the clutch face of the driving member. The fact that the rollers are prevented from tilting, do not rotate at very high speed, and are relieved of any sliding friction, coupled with the effective lubrication for the clutch working surface subjected to sliding contact, are some of the features contributing to the outstanding performance and long life of the overrunning clutch of the invention.

The method and means used for fixedly securing the drive sleeve 47 to the clutch driving element or shell 54 for the transmission of torque will now be described. The construction and steps of fabrication are particularly illustrated in Figs. VI to IX inclusive wherein the drive sleeve 47 is shown as provided at one end with a flared or flanged section 104 having at its periphery suitably spaced radial projections 105 constituting an irregu lar cylindrical surface 106. The shell or driving member 54 is formed with a section or recess adapted to receive the surface 106, and for that purpose, the external surface of its wall 58 is formed with a shouldered section or rearwardly projecting boss 167 having a recess terminating in the planar wall 109. The inner surface of the boss 107 defines an irregular cylindrical opening 1% complementary or mating to the peripheral contour of the surface 106 of the drive sleeve 47, including a plurality of longitudinal recesses or spaced indentations 114 adapted to accommodate the projections of the surface 106.

The horizontally disposed surface of the boss 1637 which projects rearwardly of the planar surface 109 is also formed with an annular recessed section forming a step or ledge 111 in order to facilitate the formation of the indentations lit The indentations 116 are preferably made by means of a suitable tool traveling longitudinally, the tool adapted to be brought into engagement with the ledge 111 moving the severed metal against the planar surface 109 to form a plurality of shoulders or inwardly projecting stops 112. The stops 112 are located at the terminus or in axial alignment with each of the recesses 110, as particularly shown in Figs. VIII and IX. For ease of manufacture and for accommodating the severed metal, the planar surface 109 is preferably formed of a groove 114 which is in close proximity to the horizontally-disposed wall which defines the irregular cylindrical opening 198 of the shouldered section 107.

The irregular opening 108 of the shouldered section 107 of the clutch driving element 54 and the irregular surface 106 of the flanged section 104 of the drive sleeve 47 provides a mechanically interengaging connection for torque transmission therebetween, preventing rotary mo 7 tibii of one" member relative tothe other. This connection is secured by the method of the inventionat very low cost ahdwithout the use of special tools.

The drive sleeve 47 and clutch element 54 are assembled' by being brought together, so that the surface 10 6'is snugly received in the irregular opening 1% with the end face of the flared section 10min engagement with the stops 112 stopping the movement of one toward the other. After this engagement takes place, a portion of the shouldered section 107 adjacent to the ledge 111, which projects over the rear face of the flanged section M4 0 the'sleeve, is then swedged or ring-staked as at 116, thus fixedly securing the drive sleeve 47 and clutch driving element together, preventing any rotary or longitudinal movement therebetw'een.

The method hereinbefore described and the construction' by means of which the drive sleeve 47 and the clutch driving member 54'are mechanically interconnected does not impair or modify the physicalproperties of the origirial material for which the parts are made. Moreover, this method produces a more uniform'assembly at a very economical cost, eliminating entirely the use of brazed construction. In addition, by the method of the invention of making a joint between metallic members by mechanically interconnecting complementary portions, not only expensive operations are eliminated, which affect the properties of the material, but the method insures the proper concentricity of the joined parts.

The operation of the starting'apparatus of the invention may be summarized as follows: In normal operation the parts are in' the position shown in Fig. I. In the form of the invention shown, the clutching units are assembled, so that the pinion 45 will be rotated by the motor and transmit torque when the shaft turns in a clockwise direction, as indicated by the arrow shown in Fig. III.

The engine is started by moving the shifting lever 36 counterclockwise to shift the pinion 45 in mesh with the engine gear 40 and then engagethep'lung'er 32 to thereby close the starter motor switch to energize the motor for cranking the engine.

The instant the motor is energized after the pinion is in mesh with the engine gear 40, the working face of the clutch driving member tends to move ahead of the working face 63 of the clutch driven member. This action affects the wedging of the separable clutching units therebetween, whereby the oil or grease film is pushed out concurrently with a momentary slippage before frictional driving engagement takes place between the clutch working faces and the separable clutching units. The time during which the grease film is being pushed out, and the concurrently slipping of the clutch working units with respect to the clutch working faces, provides a means for damping or cushioning the shock caused by the taking up of the engine cranking load. Moreover, under some conditions of operation, particularly starting and cranking engines in extremely cold weather, the radial roller load causes a deflection, allow ing each roller 30 to move over the camrning zone 68 into engagement with the camming zone 69. When the roller 80 is in engagement with the camming zone 69, the radial load is prevented frornrising' and thus the torque load, which may be transmitted by the clutch for cranking the engine, is limited to a predetermined amount.

The limitation of the torque transmitted to a predetermined value by the arrangement of the invention is accomplished by the fact that when the torque load on the clutch is increased over a predetermined value, a slippage takes place between the clutch working faces and the wedging units. By this arrangement, the torque transmitted by the clutchi's not-dependent upon the stalling torque of the motor asoccurs with conventional constructionsbut is limited to a predetermined amount which does notexceed' the" elastic limits" of the working parts and prevents their permanent setting or deformation;

When the engine becomes self-operative, the pinion 45= is accelerated, dueto its connectio'ri'with the engine flywheel gear'40, to a speed greater than the speed of the prime mover or electric motor 10. The acceleration of the pinion 45-causes the rollers to roll out of locking engagement, moving'the same toward the abutment 70. Concurrently the electric motor 10, since it is being relieved of the engine cranking load, speeds up toward terminal speed, setting up a centrifugal force on the rollers causing the same to roll outwardly toward the narrow endof the wedging block 66 compressing springs 72. This double action causes the release and immediate overrun of the clutch, as well as freeing the rollers 80 of any contacting engagement with the pinion race of clutch working face 63 of the driven member.

In case of gear tooth abutment, prior to the full meshing of the cha'mfer'ed teeth of the'pinion with the engine gear 40, the spring 53 will yield, allowing the closing" of the motor circuit, whereupon the armature rotates moving shaft 25 to turn the teeth of the pinion into meshing registration with the teeth of the engine gear.

When registration occurs, the pinion 45 will be moved' rapidly intomesh with the engine gear 40 due to the sudden release of the compressed spring 53.

It is tobe understood that the above detailed description of the present invention is intended to disclose an embodiment thereof to those skilled in the art, but that the invention is not to be construed as limited in its'application to the details of construction and arrangement of parts illustrated in the accompanying drawings, since the invention is capable of being practiced and carried out in various ways without departing from the spirit ofthe' invention. The language used in the specification relating to the operation and function of the elements of the invention isem'ploy'ed for purposes of description and not of limitation, and it is not intended to limit the scope of the following claims beyond the requirements' of theprior art.

What is claimed:

1. The method of manufacturing a clutch which consists in forming a radial flange at the end of a sleeve member with its outer face in a plane perpendicular to the longitudinal axis of the sleeve, of forming spaced recesses to provide alternating projections at the periphery of the flange producing an irregular cylindrical outer surface, of forming a projecting section at the central portion of a shell member, of axially boring the projecting section to provide a central cylindrical recess, of radially indenting the cylindrical recess by severing spacedportions of the inner surface which defines the recess to provide a plurality of spaced indentations producing an irregular cylindrical opening adapted to snugly fit the irregular cylindrical outer surface of the sleeve,

of carryinglongitudinally the severed metal to the end of the indentations to form uniplanar projecting shoulders located in a plane normal to the axis of the cylindrical recess, of bringing together the shell and sleeve causing the engagement of the shoulders with the outer face of the flange, and of swedging portions adjacent to the recess into engagement with the other face of the flange to prevent axial separation of the sleeve and shell.

2. The method of manufacture which consists of flaring one end of a sleeve to provide an outwardly projecting flange located in a plane normal to the longitudinal axis of the sleeve, of indenting the flange at spaced intervals forming spaced projections at the periphery thereof producing an irregular cylindrical outer surface, of forming a projecting boss at the central portion of a shell member, of axially piercing the boss to form a'eentral cylindrical recess, of severing spaced portions of the inner surface which defines the recess to provide a plurality of spaced indentations forming an irregular cylindrical opening adapted to snugly fit the irregular cylindrical outer surface of the sleeve, of moving the severed metal longitudinally into a plane perpendicular to the axis of the cylindrical recess forming a planar surface projecting radially towards the center of the recess at the end of the indentations of bringing together the shell and drive sleeve causing the engagement of the planar surface with one face of the flange, and of swedging the surface of the boss adjacent the central recess into engagement with the other face of the flange to prevent axial separation of the sleeve and shell.

3. The method of making a joint between metallic members for interlocking the same against rotation and axial movement in either direction for torque transmission which consists in forming a cylindrical aperture in one of said members, of severing longitudinally the periphery of the inner surface which defines the aperture forming a plurality of spaced recesses producing an irregular cylindrical aperture, of carrying longitudinally the severed metal and flattening its top surface at one end into a plane normal to the aperture to form uniplanar projecting shoulders extending inwardly beyond the periphery of the inner surface of said aperture, of forming a second member with a uniplanar flanged section having a cylindrical periphery with spaced projections forming an irregular cylindrical outer surface which snugly fit the irregular cylindrical aperture formed on the first member, of passing one member through the aperture formed on the other causing the engagement of the shoulders of one with the projections of the other for stopping the movement of said members toward each other, and of swedging portions adjacent to the aperture of the first member into engagement with the flanged section of the second member for retaining the members in a fixed relationship. A

4. The method of making a joint interlock against rotation and axial movements in either direction for torque transmission between metallic members which consists in cutting on one of the members an irregular cylindrical aperture by displacing longitudinally the severed metal of the periphery of the inner surface which defines a cylindrical aperture and flattening its top surface to produce spaced recesses terminating into axially aligned planar stops extending inwardly beyond the periphery of said aperture to form projecting uniplanar shoulders having a common plane normal to the axis of the aperture, of forming a second member with a flanged section having irregular cylindrical outer surface with peripherally spaced projections which snugly fit the recesses formed on the aperture of the first member, of projecting the flange section of one member into the irregular aperture formed on the other causing the engagement of the shoulders of one with the projections of the other for stopping the movement of the members toward each other, and of distorting a portion adjacent to the aperture of the first member into engagement with the flanged section of the second member for holding the members together.

5. The method of assembling against rotation and axial movement in either direction for torque transmission a drive sleeve with a clutch shell which consists in forming a radial flange at the end of the sleeve, of forming spaced indentations at the periphery of the flange, of forming a recess at the central portion of the shell, of severing longitudinally spaced portions 1f the inner surface which defines the recess to provide a plurality of spaced projections adapted to fit the indentations of the sleeve, of displacing the severed metal to form projecting shoulders having a planar centrally directed surface adjacent the inner surface of the recess located in a plane normal to the axis of the central recess, of bringing together the shell and sleeve causing the engagement of the planar surface with one face of the flange, and of distorting a portion of the surface adjacent to the recess into engagement with the other face of the flange to prevent axial separation of the sleeve and shell.

6. An overrunning clutch comprising, in combination, a member having a boss provided with a surface defining a depressed cylindrical portion including a plurality of longitudinally directed spaced recesses with projecting shoulders extending inwardly beyond the periphery of said depressed cylindrical portion at one end of each of said recesses having a radially projecting planar surface at right angles to the axis of said cylindrical portion, a drive sleeve provided with a uniplanar section having spaced projections fitting said recesses and in engagement with the planar surface of said shoulders, and a portion of said boss swedged over said sleeve section to hold the drive sleeve and said member in fixed relation to transmit torque.

7. An overrunning clutch comprising, in combination, a member having a bore with its periphery formed with a plurality of longitudinally directed spaced indentations and being provided with inwardly directed shoulders at the terminus of said indentations, each of said shoulders formed with an upper planar surface which extends beyond the periphery of the bore at substantially right angles to its axis, a second member formed with a radially directed flanged section having a peripheral contour complementary with the periphery of the bore of the first mentioned member and having radial projections fitting said indentations, the flanged section of the second member formed with a uniplanar surface on one face thereof in engagement with the upper planar surface of the inwardly directed shoulders of the other member for defining the relatively longitudinal position of one member with respect to the other, and a portion of the first mentioned member adjacent to its bore being swedged over the flanged section of the second member for holding the members in fixed relation.

References Cited in the file of this patent UNITED STATES PATENTS 521,825 Shipe June 26, 1894 1,190,803 Rosenfield July 11, 1916 1,262,743 Bronson Apr. 16, 1918 2,144,394 Schwartz Ian. 17, 1939 2,160,598 Melrath May 30, 1939 2,174,262 Griswold Sept. 26, 1939 2,245,431 Critchfield June 10, 1941 2,260,149 Meek Oct. 21, 1941 2,275,177 Crans Mar. 3, 1942 2,562,196 Lewis July 31, 1951 

